Cupra Leon vs Cupra Tavascan

What's the difference?

There's a lot to like about the updated Leon line-up, but probably not by lots of people. It won't be a best-seller, Cupra doesn't need or even want it to be. What it will do is offer something different, and in the case of the Sportstourer something very rare.

The S and VZx will face stiffer competition in the hatchback markets, primarily from Volkswagen, Audi and even Skoda, and it's hard to pick an area where they really stand out from the competition, apart from the unique styling. Not that they aren't pleasant cars to drive, it's just a crowded market.

Which is why the Sportstourer, especially with its plug-in hybrid powertrain, has a chance to be something that really sets Cupra apart from its rivals. Dynamic, efficient and different, it won’t fit in - and that’s exactly what the brand is hoping for.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Like most Cupras, the Tavascan is affordable, stylish, practical, fun to drive and just that little bit different.

And it is clear the Volkswagen Group is trying hard to make the brand a success. That it can bring that formula to the medium EV SUV market with as much aplomb might just be enough to lure more than a few would-be Model Y buyers Barcelona’s way.

Definitely one to strongly consider.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Design is a key tenet of Cupra’s ethos, because while it may share Volkswagen mechanical DNA, the Spanish brand wants to really stand apart when you look at or sit inside the Leon.

While it may be the same size as a VW Golf, it certainly doesn’t look or feel like one. Yes, there’s the typical Volkswagen build quality to the fit and finishes, but overall it has a unique Spanish style to it.

On the exterior, Cupra has given the Leon a major visual overhaul with the front end featuring a new-look grille, bumper and headlights. At the rear the tail-lights have been redesigned and now incorporate the logo into a single horizontal light bar that runs the width of the rear.

Inside there’s some new materials, but the most notable change is the introduction of a 12.9-inch multimedia screen. Ambient lightning available on all three models helps to highlight the cabin design.

Although this mid-sized SUV is full of German VW Group DNA underneath, there are unique Cupra styling elements that do strive to evoke Spanish expression.

Designed in Barcelona, standout points include an insectoid trio of LEDs making up the headlights and tail-lights, an aggressive nose featuring a V-shaped bonnet bulge and lower-bumper treatment, a rising swage line in profile and pronounced rear diffuser.

While we appreciate the Tavascan’s styling flourishes, with the Manga-esque vent ‘eyes’, copper trim and floating wing-look upper dash-pad all gelling together nicely, the unique central spine design looks downmarket if not cheap, with an alien look and sheeny reptilian scale finish. There are too many things going on at once.

Built on the VW Group’s MEB EV architecture, the Cupra shares its platform with the VW ID.4, Skoda Enyaq and Audi Q4 e-tron SUVs within the VW Group, providing a sound engineering base, but also a tall, narrow appearance when seen rear-on.

Maybe that’s why the Tavascan achieves such an impressive drag coefficiency of 0.26.

Dimensions are 4644mm (length), 1861mm (width), 1597mm (height) and 2766mm (wheelbase), while ground clearance is a low 154mm.

For a so-called “Coupe Utility Vehicle” (CUV), all translate to quite acceptable interior space and practicality.

While we’re talking about two different bodystyles here - hatch and wagon - the front seats are the same. So you are treated to Cupra’s stylish but thoughtful layout, which looks nice but also has good practicality.

The seats themselves are comfortable, even after extended periods behind the wheel, while there’s cupholders, sizeable door pockets, a lidded centre console box and a wireless smartphone charging pad.

The previously mentioned 12.9-inch multimedia screen dominates the centre console, sitting proudly at the top of the fascia. Unfortunately, Cupra (like Volkswagen) has fallen to the modern trend of ‘touch controls’ rather than physical buttons.

Not to sound like an old man yelling at clouds, but these touch-sensitive sliders are simply not as user-friendly, especially in a moving vehicle, as a traditional physical button or dial. While the multimedia system is easy to use, especially with Android Auto or Apple CarPlay fully integrated, adding dials for the stereo (on/off and volume) and the climate control would have been great.

Otherwise, the 12-speaker Sennheiser sound system with subwoofer and 390W amplifier sounds great, offering a premium in-car entertainment experience to match the Cupra’s price and positioning.

As for space in the back, which is obviously where the hatch and Sportstourer vary. There isn’t a lot to split them in terms of passenger space. These are both small cars, so neither offer the kind of room you’d get from an equivalent-sized SUV. The real difference is the cargo capacity, the hatch pair offer 344L (or 888L with the rear seats down) whereas the Sportstourer has a more generous 470L/1045L.

Now, with all that CUV stuff in mind, the Tavascan manages to look and feel sporty whilst also offering a decent level of family friendly functionality.

Wide doors and a high hip point offer easy entry and egress, in a roomy and accommodating cabin, on seats that are brilliantly comfy and supportive – even in the base Endurance. These are of the integrated ‘tombstone’ variety with bolstered sides to help keep you snug and secure. They’re great.

So is the driving position, with its grippy little wheel, readily accessible switchgear (including the knobs on the spokes), clear view of the modestly sized digital instrumentation pod and angled touchscreen.

After all the criticism that the VW Group’s earlier iterations of this system had garnered – including in other Cupras – the Tavascan’s interface proved to be simple to navigate, fast to respond and pleasant to look at.

Furthermore, even with that rising window line, vision out is AOK and ventilation is fine, too.

The aforementioned central spine’s shape appears to come at the expense of storage, as there’s less of it than expected in an EV SUV. The small glovebox is disappointing. We’re not fans of the driver’s door power window switch bank, necessitating a distracting press of a ‘rear’ button to operate the back windows. And one of the test cars suffered from dash squeaks.

Moving on to the rear, with seating for five, there’s actually ample space for people up to about 180cm tall, while all the usual amenities apply, such as vent outlets, a pair of USB-C ports, a folding armrest with cup holders and overhead lighting. Nothing seems to be missing.

However, there is one important thing missing further back.

Yes, the Tavascan’s boot offers a handy 540 litres of cargo capacity, with a low, wide and flat floor capable of swallowing all sorts of stuff. And, of course, the 60/40 rear backrest fold down, boosting those numbers to between 1579L and 1604L depending on specification.

But, as with almost all EVs, there is no spare wheel. The aforementioned tyre mobility kit is bad news if you experience a severe puncture. Even a space-saver spare would be infinitely preferable.

Kicking off from $60,990 (all prices are before on-road costs) in base Endurance grade, this is a single-motor, rear-wheel-drive (RWD) with a usefully larger battery for better range than almost all competitors above as well as below its price point.

There’s also the flagship VZ with dual motors and all-wheel drive (AWD) from $74,490.

Not cheap, then, but the Endurance is highly competitive when you consider how ably the it traverses the axis of price, size and battery capacity.

Consider that while the Cupra does cost more than France’s superb Renault Megane E-Tech from $54,990, as well as the Kia EV5 (from $56,770), Xpeng G6 ($54,800), Smart #3 ($57,900) and BYD Sealion 7 ($54,990), that all hover from around the mid-$55K mark, it is only a tad exxier than the Model Y RWD from $58,900 and closely related Volkswagen ID.4 from $59,990, and cheaper than the equivalent Ford Mustang Mach E ($64,990), Toyota bZ4X ($66,000), Hyundai Ioniq 5 ($69,800), related Skoda Enyaq ($69,990), Subaru Solterra AWD ($69,990) and Kia EV6 ($72,590).

Note, however, that aside from the #3 and EV5, all are slightly larger than the Barcelonan mid-sizer.

Still, the swoopy Tavascan significantly undercuts other, more-premium Euro-branded propositions with a similar propensity for style, like the Polestar 4, BMW iX2, Volvo XC40 and (also related) Audi Q4 e-tron Sportback. All are well north of $75K.

Such pricing is possible partly due to this being the first Cupra – and only the second Volkswagen Group Australia model after the 2004 Polo Classique sedan – to be made in China, as part of a joint venture with JAC. This model is not built anywhere else on the planet.

Base equipment levels, however, are not quite up to Chinese standards.

The Endurance includes auto entry/start, adaptive cruise control, three-zone climate control, sports front seats, a heated steering wheel, a 15-inch touchscreen with a rear camera, wireless Apple CarPlay and Android Auto, 5.3-inch digital instrumentation, wireless phone charging, a quartet of USB-C ports, a hands-free powered tailgate, front and rear parking sensors, and 19-inch alloys.

Cupra reckons the Interior Package for an additional $4500 will be a popular option, since it adds a surround-view camera, microfibre-trimmed, heated and powered front seats with memory, broader ambient lighting, terrific 12-speaker Sennheiser audio, 20-inch wheels and more.

The VZ, meanwhile, features most of the above and then steps up with the second electric motor, AWD, 21-inch alloys, adaptive dampers, a glass roof (thankfully with a sunshade), adaptive matrix LED headlights.

Another $8K buys the Extreme package, bringing Nappa leather upholstery, racier front seats with ventilation, and unique alloys shod with performance tyres.

Sadly, no Tavascan grade comes with a spare wheel, just a tyre mobility kit.

Unsurprisingly, all boast advanced driver-assist tech, such as autonomous emergency braking (AEB) and lane-support systems, along with a handy vehicle exit warning and seven airbags, including a front-centre item. Find out more in the Safety section below.

Nothing too radical in the specification stakes, then. But Cupra reckons the Tavascan will offer one extra-special benefit that no rival can – and that’s Barcelona-bred design flair – when Aussie deliveries commence in May.

Time to take a closer look.

The three Leon models all feature a different powertrain, as each is targeting a distinctly different buyer.

The Leon S is powered by a 110kW/250Nm 1.5-litre turbocharged petrol engine with mild-hybrid assistance. 

The Leon VZx gets a more potent 2.0-litre four-cylinder turbo-petrol engine that makes 221kW/400Nm, to put it right at the heart of the hot hatch market.

The Leon VZe Sportstourer manages to combine efficiency with performance, with a 1.5-litre turbo-petrol engine paired to an electric motor to make an efficient 200kW and 400Nm.

The one thing all three have in common is a seven-speed dual-clutch transmission and front-wheel drive.

Don’t go searching for more boot space under the bonnet – there isn’t any.

Plus, the main electric motor – a permanently excited synchronous unit – is located on the rear axle, driving the rear wheels via a single-speed transmission.

Tipping the scales at 2238kg, the Endurance makes 210kW of power, to offer a power-to-weight ratio of 94kW per tonne, as well as a 0-100km/h sprint time of 6.8 seconds, on the way to a top speed of 180km/h.

Meanwhile, the VZ also has a smaller, asynchronous 80kW/134Nm electric motor over the front axle, channelling up to 30 per cent of the SUV’s total power to the front wheels as traction requires, and upping the combined power maximum to 250kW. Tipping the scales at 2284kg, the VZ offers 109kW/tonne, while the 0-100km/h time slips to 5.5s. Both offer a 545Nm torque maximum.

The 400-volt MEB platform consists of MacPherson-style struts up front and a multi-link rear end. The VZ adds adaptive dampers. Braked towing capacity is 1000kg in Endurance and 1200kg in the VZ.

Naturally, the three different powertrains provide three very different fuel economy numbers.

The mild-hybrid system in the Leon S allows it to use just 5.4L/100km, which provides a theoretical range of up to 833km thanks to its 45-litre fuel tank.

The VZx is the thirstiest member of the range, not surprisingly, using 7.6L/100km. With its 50-litres tank it has a theoretical driving range of approximately 650km.

Finally, the Sportstourer VZe manages a claimed 0.4L/100km on paper, thanks to its 20kWh battery providing up to 121km of electric-only driving range. Obviously achieving that claimed figure in the real world is incredibly difficult (as it is with any PHEV) but we still managed to use just 2.4L/100km on our mostly extra-urban test drive, which is still a good return.

The Tavascan employs an 82kWh Lithium-ion battery pack, offering a useable capacity of 77kWh.

Mounted down low in the structure to provide extra rigidity as well as balance, it helps the Cupra achieve a near-ideal 49/51 front/rear weight distribution.

The battery is also separated in 12 removable modules for easier repair and parts replacement.

When the accelerator is lifted or in ‘B’ mode, the electric motor acts as a generator to feed energy back into the battery. Three levels of brake energy recuperation is also available via the steering wheel’s paddle-shifters.

Cupra says that the Endurance RWD offers a WLTP range of 540km, while the circa-60kg heavier VZ AWD drops that to 499km, or 463km with the Extreme Package’s grippy high-performance tyres.

Officially, the combined average energy consumption figures are between 15.2 and 16.0kWh/100km in Endurance and between 16.5 and 16.8kWh/100km in the VZ.

Driving around Adelaide and beyond in the beautiful wine country, we managed between 15.0 and 22kWh/100km, as indicated on the Tavascan’s trip computer, which isn’t too bad.

The Cupra features an AC charging capacity of 11kW and DC charging capacity of 135kW.

Charging from empty to full when plugged in at home or work can take nearly 40 hours, or about 12.5hr with an optional 7.4kW wallbox, while a 10-80 per cent top-up using a standard 50kW fast charger needs about 75 minutes, or under half an hour if you find a super-fast 150kW outlet.

Obviously there are three very different variants in the Leon range, with three different powertrains and two different body styles, and yet there is a familiar feeling between all three when you’re behind the wheel.

This is arguably the ‘most Volkswagen-y’ element of the Cupras, with the solid, stable Volkswagen underpinnings coming through. This is, of course, not a criticism, but rather highlights the positive connections between Cupra and its parent company, which has allowed it to make an immediate impression on the Australian market.

However, it also means the Leons feel so familiar that they don’t leave you with a unique impression and driving character.

For example, the VZx is almost too good, too quick and too clinical. It lacks the excitement and engagement rival hot hatches offer, notably the Hyundai i30 N and Honda Civic Type R, but instead compensates by just being really capable.

Obviously, that may not be seen as a negative by everyone and for those who want that sort of engaging, dare I say ‘fun and edgy’, driving experience the Leon VZx may not be precisely what they are looking for. Still, the engine is potent and even the lack of all-wheel drive doesn’t dampen its performance abilities too significantly compared to the likes of a VW Golf R or Audi S3.

The Leon S offers a different proposition, a warmed up hatch, rather than something hot. On that front it delivers, providing a well-mannered drive but without the punch of the VZx.

The Sportstourer is arguably the pick of the range, with its combination of sharp driving dynamics and very efficient powertrain. At no point do you feel like Cupra compromised its sporty intent to make the Sportstourer save fuel. Instead, the PHEV powertrain offers plenty of performance when you need it but is otherwise quiet and efficient the rest of the time, helping it to sip fuel at a much lower rate than its Leon hatchback alternatives.

Cupra prides itself as a builder of sporty, stylish and offbeat vehicles, and insists that the Tavascan is no exception.

With its design, interior presentation and powertrain supporting such expectations, the acid test is now how the Tavascan performs out on the road.

The really encouraging news is that, on our launch drive experience at least, Cupra’s coupe SUV serves up sportiness and a whole lot more besides.

Let’s start with performance.

Aided by a fine driving position, the Tavascan almost goes out of its way to normalise the EV operating experience, with the now-familiar VW Group column-mounted gear selector being reassuringly straight forward. You’re not left wondering if this thing is even on.

Choose the default Comfort drive setting, and the Cupra whooshes forward with eager yet measured forcefulness, so you’re spared unpleasant jerkiness. Speed builds up quickly and smoothly as the road opens up ahead. So far, so good.

Need extra muscle for overtaking or joining freeway traffic? There’s ample in reserve, revealing the real-world pace and response that even the least-expensive Tavascan offers. The Endurance is a deceptively brisk machine for the money. And that’s before the sportier driving modes are engaged.

Speaking of which, the steering is simply superb, offering sharp yet progressive cornering capabilities. You feel connected to the car, and that translates into very predictable handling and reassuring roadholding. Cupra is starting to shape up as one of our favourite non-German German-owned brands.

But the biggest shock is the Tavascan’s ride quality.

Now, though wearing 19-inch wheels and on steel springs, Cupra’s sporty leanings meant we expected the base grade to ride with tolerable firmness at best.

Instead, over Adelaide’s suburban streets leading into the hills (and then beyond), the suspension provided a sophisticated blend of suppleness and control, ably dealing with the rough stuff without any real abruptness.

Our only note here is that you can hear the suspension working underneath, in an endearingly old-fashioned mechanical way. Odd, but not to a distracting point.

Plus, while there are three levels of regen-braking assistance, we’d like the option of single-pedal driving capability.

Much the same dynamic flair applies to the Interior Package option that swaps out for 20s, except that the ride is clearly just that little bit firmer. But tyre and road drone do seem to drown out the suspension noise at times, but not to any alarming degree. Just in a typically German-engineered vehicle sort of way. No revelations here.

Switching to the VZ is equally revealing.

As you might expect, the extra power and additional (undisclosed) torque from the front electric motor are immediately obvious, elevating its performance significantly. Point, squirt, shoot. This thing really hustles along.

Yet it is the flagship’s balance and control of the chassis that came as a surprise.

Usually, the additional weight of two motors and 21-inch wheels detract from the driving pleasure of many an EV SUV with their shifting mass and heavier feel, but the VZ seemed to contain those tightly, and instead dishes up speed with agility and finesse.

Better still, the top spec’s standard adaptive dampers also seem to help deliver a supple and isolated ride, soaking up bigger potholes and that sort of thing, in a superior way that – we suspect – even the Endurance on 19s likely could not.

Factor in the beautifully nuanced and thoughtfully-tuned driver-assist tech systems, and – after months of driving at-times infuriating SUVs from China – the Chinese-made Tavascan feels anything but rushed or half-baked.

We’re impressed, at least on this first drive.

Ultimately, even after hours and hours behind the wheel, the Tavascan left us wanting more in a good way, not less. That’s a sure sign that the recipe is fundamentally right.

The Tavascan also delivers an impressive showing on the safety front, scoring a five-star EuroNCAP safety rating.

A whole raft of advanced driver-assist tech is available, including autonomous emergency braking (operable from 5km/h) for pedestrians, cyclists and other vulnerable road users as well as car-to-car, lane departure warning/assist (from 65km/h), rear-cross-traffic alert, blind-spot warning, exiting-vehicle alert tech, adaptive cruise control, a driver-attention monitor and tyre pressure indicators.

There are seven airbags, including dual front, front-side, head and a front-centre item to help mitigate lateral occupant collision injury, as well as rear outboard occupant side and head coverage.

A trio of child-seat anchorage are fitted across the back seat, along with ISOFIX child-seat anchorages in the front passenger seat and two in the rear outboard positions.

All three Leons are covered by Cupra Australia’s standard warranty, which covers the first five-years/unlimited kilometres. Which is good, especially for a new and more premium brand, even if it’s obviously short of the best-in-market.

Servicing is required every 12 months/15,000km, whichever comes first, and Cupra is offering a servicing pack special until the end of 2025, of $1990 for five years. That works out to an average of $398 per year.

Cupra is expanding its dealer network in Australia too. The Leon drive event we attended began at the newly-opened Cupra Macarther in Sydney’s growing west. There’s also a new dealership at Melbourne’s Essendon Fields.

Of course, one of the key advantages that Cupra has over many other new brands to Australia is its Volkswagen/Audi connections, which allows its models to be serviced at those dealerships as well. That provides a much larger footprint for customers to find somewhere convenient to service their car, which cannot be underestimated.

Here’s where the Tavascan loses some steam.

Each Tavascan is covered by a five-year/unlimited-kilometre warranty, which is only average nowadays and below the seven and even 10 years that some other EV brands provide. Free roadside assistance is provided for five years.

Service intervals are every two years or 30,000km, at a listed cost of $485 per visit. Alternatively, owners can pre-purchase six-year and 10-year service packages from $1310 and $2190 respectively.

An eight-year/160,000km battery warranty also applies.

Finally, Cupra also provides owners with the option of organising home or workplace AC charging solutions via Jetcharge, offering an $1800 ‘Lite’ or $2300 ‘Maxi’ charger, including installation.

Are all these enough to get the Tavascan over the line for you?